Electric switch for railroads



(No Model.)

W. M. & W. G. HENDERSON. ELECTRIC SWITCH FOR RAILROADS.

Patqnted Feb. 13, 1894.

v WIN/588E man to reset the switch.

UNITED STATES ;ATENT FFICE.

WILLIAM M. HENDERSON AND WILLIAM G. HENDERSON, OF PHILADELPHIA. PENNSYLVANIA.

ELECTRIC SWITCH FOR RAI LROADS.

SPECIFICATION forming part of Letters Patent N 0. 514,850, dated February 13, 1894.

Application filed September 16,1893. Serial No. 485,705. (No model.)

To ctZZ whom it may concern.-

Be it known that we, WILLIAM M. HENDER- soN and WILLIAM G. HENDERSON, residing at Philadelphia, State of Pennsylvania,have invented a new and useful Improvement in Electric Switches lowing is a specification.

This invention is intended to apply to electric railroads, more particularly those for city and suburban use, and consists in providing means by which the motor-man can move the switches ahead of him, to the right or left, in accordance with the direction of his route, without stopping the car for the conductor to run ahead and shift the switches by hand, as now usually done.

The points of advantage introduced as essential features to-the successful working of such an apparatus as an electric switch throwlng device are:-(First.) The exposed parts are totally unaffected by any vehicle, except the car to be switched. (Second) When the switch is thrown it becomes locked, and remains so until unlocked by the car itself. (Third) The switch.can either be thrown by the motor-man when in electric working order, or by the conductor by hand, should the electric current fail, or for any other cause. (Fourth) The application of electricity simply throws the switch and looks it, the unlocklng arrangement being independent, avoids all risk from failure on the part of the motor- (Fifth) The main track is always clear after a car has been switched. (Sixth) With its use any frog, or switch casting may be used, all that is required is to remove the fulcrum pin, and replace with the parts necessary to the opera tion of the apparatus.

Figure 1. isa plan representing the junction of a curve branching to the right of the main track, showing the switch throwing device, the locking and unlocking apparatus all in position. Switch not thrown, main track clear. Fig. 2. shows a truck of a passenger car, drawn to a larger scale, with the electromagnet attached to the frame of the truck, passing over one of the armature boxes, 10-

for Railroads, of which the folcated at the junction of a curve, these boxes are sunk in the ground, each containing an iron armature plate for operating the mechanism for throwing the switch. Fig. 3. is a plan View of the switch, showing throwing bar, locking, and one end of unlocking device, drawn to same scale as Fig. 2. Fig. 4. 5 shows the unlocking gear enlarged, perspective elevation and plan.

- A is a truck of a passenger car, B, an electro-magnet attached as low as practicable to the framework of the truck, where'it will have a steady motion, unaffected by the movement of the body of the car. This magnet is operated by a switch or button at the will of the motor-man,eit-herbyhishandorfoot. Proper electrical connections being made to the terminals 12+. b. The electricity used being that furnished by the general supply line, either trolley system, storage batteries, or other description.

O, is a cast iron box sunk in the ground, containing an armature plate D, having a flange all round overhanging the box, to protect the interior from soil and water, to be attracted by the magnet when the current is turned on, this box is preferably placed midway in the track, and the magnet in the longitudinal center line of the truck, so as to operate On curves either to the right or left, the opening on ground line may be protected by a grating E if required. When the current 8c is turned on, the armature plate D, pulls on a short lever F, secured on shaft G, carrying at its outer end a longer lever H, for thrusting out the sliding bar or bolt I.

K, is an ordinary switch, but it has a tailpiece L, fastened to the fulcrum pivot M, the end of the sliding bar I, is furnished with a latch N, which clips over the end of the tailpiece L, when pushed forward. Spring 0 affords the necessary lateral movement for this 0 latching andunlatching to take place, and spring P, pushing on the tail-piece brings back the point of switch K, to clear track, when the latch N is released, the releasing of the latch N is a purely mechanical automatic performance, accomplished by the flange of one of the wheels of the car. After the whole of the wheels have passed clear of the switch onto the curve, the flange of theleading wheel, on the opposite side to where the switchislocated,in rolling along wipes inward the curved chock headed lever Q; having its fulcrum at R, it will be seen the motion is communicated by arms S and T to way-shaft V, throwing the arm V, at the other end of the way-shaft, in the direction of the arrow, which impinging on the latch N, throws it off the end of the tail-piece L, when the switch is at once closed by the action of the spring P, taking the position of clear main track as shown by Fig. l. The switch is shown open to the curve by Fig. 3. The weight of the armature plate is purposely made heavy enough to bring back the sliding bar in readiness for another throwing. It will be seen that the form, and position of the chock head of the lever Q, is such, that nothing but the flange of one of the car wheels, or the introduction of a crow-bar can thrust the chock back. An ordinary carriage or cart wheel would simply ride over it. After the passage of a wheel the chock is brought to the rail again by a spring Z.

X X are 1113.11'110165 for gaining access to the working parts of the switch.

In the event of the electric current failing from any cause, or any part of the apparatus getting out of order, as may happen, provision is made for such accident by having a small oblong hole Y, cut through the armature plate D, to permit the introduction of a rod with a T head, to be kept in charge of the conduc tor, who can at any time perform all the functions pertaining to the apparatus by simply pulling the armature plate up until it locks. The switch is then thrown, and the car itself performs the balance of the duty. It is evident that other terminal forms may be given to the sliding bar I, and that the latch N, and springs O, and P may be varied in form, and location, without departing from the principle involved in their aetion,the arrangement shown being considered a clear embodiment. The parts under ground are to be protected by boxing in, as usual in such cases.

What we claim as our invention, and desire to secure by Letters Patent, is-

1. The combination of the levers F, H, shaft G, sliding bar I, and tail-piece L of a switch K, for throwing the switch substantially as shown and described.

2. The combination of one set of levers F, H, on a shaft G, sliding bar I, and tail piece L of a switch K, for opening the switch, and a second set of levers, or arms S. T. W. on a way shaft V for closing the switch, arranged substantially as shown and described.

3. In combination with the wheels of a railroad car as described, the chock headed lever Q, way-shaft V, arms or levers S, T, W, latch N, of sliding bar I, tail-piece of switch K, and spring 1, arranged substantially in the mannor for the purpose set forth.

4. The combination of the levers F. H. shaft G. sliding bar I. latch N. and tail-piece L of a switch K. arranged substantially as shown and described.

5. The combination of thelevers F. H. shaft G, sliding bar I. latch N. tailpiece L of switch K. and spring 0. arranged substantially as shown and described.

6. The tail-piece of aswitch K,in combination with the sliding bar I,latch N, way-shaft V, arms S, T, \V, and chock lever Q, arranged substantially as shown and described.

'7. The com bination of the levers F. II. shaft G. sliding bar I. latch N. tail piece L of switch K. and spring I. arranged substantially as shown and described.

8. The combination of the levers F. II. shaft G. sliding bar I. latch N. tailpiece L of switch K. wayshaft V. arms S. 'l. W. chock lever Q. and means for operating them substantially as shown and described.

In witness whereof we have hereunto set our signatures in the presence of two subscribing witnesses.

\VILLIAM M. HENDERSON. \VILLIAM C. HENDERSON.

Witnesses:

J. L. MONTGOMERY, II. R. SHULTZ. 

